Smart trailer system

ABSTRACT

A smart trailer system coupled to a trailer of a vehicle includes a sensor configured to measure a parameter of the trailer, a sensor interface board electrically coupled to the sensor and configured to retrieve the measured parameter, and a master controller communicatively coupled to the sensor interface board via a data bus.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a divisional of U.S. patent application Ser. No.15/728,498, filed on Oct. 9, 2017, which claims priority to, and thebenefit of, U.S. Provisional Application No. 62/405,680 (“SMARTTRAILER”), filed on Oct. 7, 2016; U.S. Provisional Application No.62/457,054 (“POWER DISTRIBUTING SYSTEM”), filed on Feb. 9, 2017; andU.S. Provisional Application No. 62/464,378 (“SMART TRAILER FEATURING APLUG-AND-PLAY SENSORY NETWORK AND AN ANTI-THEFT SYSTEM”), filed on Feb.28, 2017, the entire contents of which are incorporated herein byreference.

FIELD

The present invention relates to the field of control and securitysystems for trucks, trailers, and other motor vehicles.

BACKGROUND

Recently, companies in the heavy-duty trucking industry have introducednew technology to improve the operation of the trailer; however, thesesystems are typically limited to a few features and considered “closedsystems” in that they do not easily integrate into existing fleetmanagement systems. Closed telematics platforms developed for thecommercial vehicle market by large component manufacturers have led tomultiple systems being deployed on a truck and trailer. These systemsare often expensive, inflexible, and allow for limited functionality toaddress the multitude of priorities that define the focus of today'scommercial vehicle fleet managers. In most cases these systems alsorequire additional cabling between the tractor and trailer, therebyleading to compatibility issues and higher costs.

It is commonplace today for a tractor-trailer unit to have three or moretelematics packages that require different telecommunication data plans.The data provided by these closed systems are rigid and are oftenpackaged in complex visual displays that place the driver in a positionof information overload. Fleet coordinators are challenged with managingmultiple inputs from numerous systems with no continuity among internetof things (IoT) platforms.

For those fleet managers who have not adopted commercial vehicletelematics technology at all, the resulting incidents of costlyunscheduled maintenance and roadside repairs, cargo theft, driverendangerment, and logistics mishaps continue to mount.

The above information disclosed in this Background section is only forenhancement of understanding of the background of the invention andtherefore may contain information that does not form the prior art thatis already known to a person of ordinary skill in the art.

SUMMARY

Aspects of embodiments of the present invention are directed to an opentelematics solution that provides universal connectivity to multiplecommercial vehicle (CV) manufactured components and has integratedadditional proprietary trailer security features into a single systemplatform. The smart trailer system utilizes a single cellular datatelecommunications plan and provides flexibility in the implementationof desired features and functions by the fleet manager and theirdrivers.

According to some embodiments of the present invention, there isprovided a smart trailer system coupled to a trailer of a vehicle, thesmart trailer system including a sensor configured to measure aparameter of the trailer, a sensor interface board electrically coupledto the sensor and configured to retrieve the measured parameter, and amaster controller communicatively coupled to the sensor interface boardvia a data bus.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to facilitate a fuller understanding of the present invention,reference is now made to the accompanying drawings, in which likeelements are referenced with like numerals. These drawings should not beconstrued as limiting the present invention, but are intended to beillustrative only.

FIG. 1 is a block diagram of a commercial vehicle including the smarttrailer system (STS), according to some exemplary embodiments of theinvention.

FIG. 2 is a block diagram of a trailer sensor network in communicationwith the master controller, according to some exemplary embodiments ofthe present invention.

FIG. 3 is a schematic diagram of a sensor interface board (SIB)facilitating communication between the master controller and a sensor,according to some exemplary embodiments of the present invention.

FIG. 4 is a diagram illustrating the fleet managing server incommunication with the STS and one or more end user devices, accordingto some embodiments of the present invention.

FIG. 5 is a block diagram illustrating the power distribution feature ofthe STS, according to some exemplary embodiments of the presentinvention.

FIG. 6 illustrates the theft protection system of the STS, according tosome exemplary embodiments of the invention.

FIG. 7 illustrates a screenshot of an application running on a userdevice displaying some of the anti-theft features of the STS, accordingto some embodiments of the invention.

FIGS. 8 and 9 illustrate a smart wireless sensor module, according tosome embodiments of the invention.

FIGS. 10A, 10B, and 10C illustrate several connector configurations ofthe smart wireless sensor module, according to some exemplaryembodiments of the present invention.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended as a description of illustrative embodiments of asmart trailer in accordance with the present invention, and is notintended to represent the only forms in which the present invention maybe implemented or utilized. The description sets forth the features ofthe present invention in connection with the illustrated embodiments. Itis to be understood, however, that the same or equivalent functions andstructures may be accomplished by different embodiments that are alsointended to be encompassed within the spirit and scope of the presentinvention. As denoted elsewhere herein, like element numbers areintended to indicate like elements or features.

Aspects of embodiments of the present invention are directed to an opentelematics solution that provides universal connectivity to multiplecommercial vehicle (CV) manufactured components and has integratedadditional proprietary trailer security features into a single systemplatform. The smart trailer system utilizes a single cellular datatelecommunications plan and provides flexibility in the implementationof desired features and functions by the fleet manager and theirdrivers.

According to some embodiments, in the smart trailer system, the trailersensory data is transmitted to the cloud and made available to fleetmanagers and logistics coordinators, who have ultimate control torespond to prompts and schedule parts replacement in the context ofimproving fleet utilization and reducing overall operating costs. Theglobal positioning system (GPS) and security features of the systemallow for cargo protection, driver safety, and precise logisticsfulfillment.

In some embodiments, the smart trailer system utilizes the existingtractor connections to provide telematics functionality, to provide anopen plug-and-play system that allows for easy integration of componentsand sensors from various vendors and component manufacturers, to providea simple interface to existing fleet management systems, to provide afull turn-key system for fleets without an existing management system,and to provide comprehensive security and maintenance information to thefleet manager and vehicle operator (e.g., driver).

FIG. 1 is a block diagram of a commercial vehicle including the smarttrailer system 100, according to some exemplary embodiments of theinvention.

Referring to FIG. 1, the commercial vehicle includes a tractor 10 and atrailer 20, which houses the smart trailer system (STS) 100. The STS 100includes a sensor network 101, which may include a plurality of sensors102-1, 102-2, . . . , 102-n, and a master controller (e.g., a gateway ora sensor distribution module (SDM)) 104 for managing the sensor network101. In some embodiments, the sensor network 101 is installed in thetrailer 20; however, embodiments of the present invention are notlimited thereto, and in some examples, some of the sensors in the sensornetwork 101 may be installed in the tractor 10. The STS 100 furtherincludes a wireless communication module (e.g., a cellularmodem/transceiver 106 and/or a wireless transceiver 135) fortransmitting the sensor network data to a fleet monitoring server (alsoreferred to as a fleet managing server) 30 that manages the associatedtrailer fleet, over a communications network (e.g., a cellular network)40, for further processing and analysis. The server 30 may manage thedata generated by the sensor network 101. One or more user devices 50may be utilized to view and analyze the sensor network data. The STS 100may provide trailer security, diagnostics, environmental monitoring,cargo analysis, predictive maintenance monitoring, telemetry data,and/or the like.

FIG. 2 is a block diagram of a trailer sensor network 101 incommunication with the master controller 104, according to someexemplary embodiments of the present invention.

According to some embodiments, the master controller 104 serves as thegateway that manages the network 101 and all communications to and fromthe fleet monitoring server 30. In some embodiments, a plurality ofsensor interface boards (SIBs) 110 are communicatively coupled to themaster controller 104 via a data bus (e.g., a serial controller area(CAN) bus) 112. Each SIB 110 monitors and controls one or more localsensors and actuators installed at various locations within the trailer20. The sensors 102 of the STS 100 may be coupled to the mastercontroller 104 via a SIB 110 on the data bus 112 (e.g., as is the casewith the sensors 102-1 to 102-n of FIG. 2) or directly via a businterface adapter (e.g., a CAN bus interface adapter, as is the casewith sensor 102-i of FIG. 2).

While, in FIG. 2, every SIB 110 is illustrated as being connected to asensor 102 and an actuator 108 (e.g., 108-1, 108-2 . . . 108-n),embodiments of the present invention are not limited thereto. Forexample, each SIB 110 may be coupled to one or more sensors 102 and/orone or more actuators 108.

According to some embodiments, the master controller 104 includes anonboard microcontroller (e.g., a central processing unit (CPU)) 120,which manages all functions of the master controller 104 includingself-tests and diagnostics; a memory device (e.g., a volatile and/ornon-volatile memory) 122 for storing the data collected from the sensors102 as well as firmware, operational and configuration data of themaster controller 104; a bus transceiver 124 for interfacing with theSIBs 110 and any directly connected sensors 102 via the data bus 112;and a power management unit (PMU) 128 for generating all operatingvoltages required by the STS 100. While the embodiments of FIG. 2illustrate the PMU 128 as being part of the master controller 104,embodiments of the invention are not limited thereto. For example, thePMU 128 may be external to the master controller 104 (e.g., as shown inFIG. 1).

In some embodiments, the master controller 104 ensures that the data inthe memory 122 is preserved under conditions including loss of power,system reset, and/or the like. In some examples, the memory 122 may havesufficient capacity to store a minimum of two weeks of data locally.Upon receiving a data request from the fleet managing server 30, themicrocontroller 120 may retrieve the requested data from the memory 122and send it to the server 30 via the cellular modem 126 and/or the WiFitransceiver 135. The microcontroller 120 may also delete data from thememory 122 upon receiving a delete data request from the server 30.

The PMU 128 may receive a DC voltage (e.g., a fixed DC voltage) from thetractor 10 (e.g., the tractor power 142 as shown in FIG. 1) via anelectrical cable (e.g., a 7-way or 15-way tractor connector), and mayutilize it to generate the regulated voltage(s) (e.g., the regulated DCvoltage(s)) used by the master controller 104 and the other componentsin the STS 100. The PMU 128 may include protection circuits forpreventing damage to the STS 100 in the event of power surges (e.g., aload dump), overcurrent, overvoltage, reverse battery connection, and/orthe like.

In some embodiments, the PMU 128 includes a backup battery 129 forproviding power to the STS 100 in the absence of tractor power. Forexample, when the vehicle is idle (e.g., when the tractor is off), nopower may be provided by the tractor 10, and the STS 100 may rely on thebackup battery 129 as a source of power. In some examples, the backupbattery 129 may have sufficient capacity to power operations of the STS100 for a minimum of 48 hours without an external power source (e.g.,without the tractor power 142) and/or solar panel 140.

In some examples, the PMU 128 may also receive electrical power fromauxiliary power sources 140, such as solar panels that may be installedon the trailer 20, an onboard generator, an onboard refrigerator (e.g.,refrigerator battery), and/or the like. In the presence of multiplesources of power (e.g., two or more of the backup power 129, auxiliarysources 140, and tractor power 142), the PMU 128 monitors each sourceand selects which power source to utilize to power the master controller104 and the STS 100 as a whole. The power management circuit 142 of thePMU 128 may charge the backup battery 129 when the input voltage fromthe tractor power 142 or the auxiliary sources 140 is above a threshold(e.g., a minimum level), and may disable charging of the backup battery129 when the input voltage is below the threshold. The auxiliary powersources 140 may extend the operating time of the STS 100 when thetractor 10 is off (e.g., parked and not operational).

According to some embodiments, the PMU 128 provides status informationincluding solar panel voltage, the output voltage (e.g., the 24 VDCoutput voltage including overvoltage, overcurrent, etc.), battery chargelevel, battery charge status, battery charge source, battery currentdraw, present source of system power, and/or the like to the mastercontroller 104. The PMU 128 may generate an alert when any of the abovepower parameters are outside of normal operating ranges.

In some examples, when tractor power 142 is available (e.g., at the7-way tractor connector) and the trailer is traveling at a predefinedspeed (e.g., about 50 MPH), the PMU 128 may perform a discharge test onthe backup battery 129, which allows the STS 100 to compare thedischarge profile of the backup battery 129 to that of a new battery,and determine an estimate of the remaining battery life.

In some embodiments, the PMU 128 acts as the interface between themicrocontroller 120 and the air brake lock system 138 (i.e., thetrailer's emergency air brake system). In addition to normalfunctionality of the air brake lock system 138, the STS 100 is alsocapable of engaging the air brake lock system 138 for security purposes,such as when an unauthorized tractor connects to the trailer 20 andattempts to move it. Because the air brake lock system 138 is a safetyrelated feature, the STS 100 has safeguards in place to ensure that theemergency brake does not engage while the trailer 20 is in motion. Forexample, the master controller 104 prevents the air brake lock system138 from engaging the emergency brake when the trailer 20 is in motion.This may be accomplished with speed data from the cellular modem 126and/or data from accelerometers in the STS 100. The air brake locksystem 138 includes a pressure sensor 102-1, which monitors the brakesystem air pressure, and an air brake actuator 108-1 for engaging anddisengaging the air line to the emergency brake system.

In some embodiments, the master controller 104 includes a cellular modem126 for providing a wireless communication link between the STS 100(e.g., the master controller 104) and the fleet monitoring server 30.The cellular modem 126 may be compatible with cellular networks such as4G and/or LTE networks. The cellular modem 126 may facilitateover-the-air updates of the master controller 104. While the embodimentsof FIG. 2 illustrate the cellular modem 126 as being part of the mastercontroller 104, embodiments of the invention are not limited thereto.For example, the cellular modem 126 may be external to the mastercontroller 104 (as, e.g., shown in the FIG. 1).

In some examples, the master controller 104 may also include one or moreof a USB controller 130, an Ethernet controller 132, and a WiFicontroller 134. The USB and Ethernet controllers 130 and 132 may allowthe mater controller 104 to interface with external components via USBand Ethernet ports 131 and 133, respectively. The WiFi controller 134,which includes a wireless transceiver 135, may support communicationbetween authorized users (e.g., a driver or maintenance personnel) andthe fleet managing server 30 via the cellular modem 126. The WiFitransceiver 135 may be mounted in a location at the trailer 20 thatensures that communication can be maintained from anywhere within aradius (e.g., 100 feet) of the center of the trailer 20. In someembodiments, the master controller 104 also includes aBluetooth®/Zigbee® transceiver 127 for communicating with wirelesssensor nodes (i.e., those sensors that are not connected to the data bus112) within the trailer 20. In some examples, an auxiliary wirelesstransceiver that is independent of the WiFi controller 134 may bemounted to the trailer 20 as part of the STS 100 in order to performregular self-test of the WiFi system supported by the WiFi controller134.

In some embodiments, the master controller 104 provides an idle mode,which reduces operating power by suspending operation of all peripheralscomponents (e.g., all sensors and actuators).

In some embodiments, the master controller 104 can enter into sleepmode, which substantially reduces or minimizes operating power byplacing each component of the master controller 104 into its lowestpower mode.

The firmware of the master controller 104 may be updated wirelesslythrough the cellular modem 126 (as an over-the-air update) or the WiFitransceiver 134, and/or may be updated via a wired connection through,for example, the USB controller 130 or the Ethernet controller 132.

In some embodiments, the master controller 104 is coupled to an accessterminal (e.g., an external keypad/keyboard) 136, which allowsauthorized users, such as drivers and maintenance personnel, to gainaccess to the STS 100. For example, by entering an authentication codethe master controller 104 may perform the functions associated with thecode, such as unlock the trailer door or put the trailer in lockdownmode. The master controller 104 may include an RS-232 transceiver forinterfacing with the access terminal 136. The access terminal 136 may beattached to an outside body of the trailer 20.

The STS 100 includes a global positioning system (GPS) receiver forproviding location data that can supplement the data aggregated by thesensor network 101. The GPS receiver may be integrated with the mastercontroller 104 or may be a separate unit.

In some embodiments, each time power is first applied to the mastercontroller 104 (e.g., when the operator turns the ignition key or whenthe STS 100 is activated) or when an external command (e.g., adiagnostic request) is received from the operator/driver or the fleetmanaging server 30, the master controller 104 performs a self-check ordiagnostic operation in which the master controller 104 first checks thestatus of each of its components (e.g., the PMU, RS-232 interface,Ethernet controller, etc.) and then checks each element (e.g., sensor102 or SIB 110) attached to the data bus 112. The master controller 104then may send an alert command to the fleet monitoring server 30 whenany component or element has a faulty status. The alert command mayinclude the status data of all elements attached to the data bus 112.The master controller 104 also communicates with the PMU 128 todetermine the source of input power as, for example, tractor power 142or battery backup 129. Once the self-check operation is concluded, themaster controller 104 commences normal operation during which the mastercontroller 104 may periodically or continuously receive sensory datafrom the sensors 102 and send the corresponding data packages to thefleet monitoring server 30 at a set or predetermined rate. In someexamples, the rate of information transmission by the master controller104 may be variable depending on the power state of the STS 100 (e.g.,depending in whether the STS 100 is in idle mode, sleep mode, normaloperation mode, etc.).

During the course of its operation, the master controller 104 mayreceive many different types of commands from the fleet managing server30. Some examples may include a master controller reset command (e.g.,an SDM reset), which initiates a reset of the master controller 104; anSTS reset command, which initiates a reset of the entire STS 100,including the master controller 104; a self-test command, whichinitiates the self-test/diagnostic operation of the master controller104; an STS update command, which is utilized to initiate an update ofthe STS 100 that may include firmware updates, STS configurationupdates, device library updates, and/or the like; a request datacommand, which is utilized to request data from the SDM and may includeconfiguration data for the master controller 104 and/or the STS 100,status/alert data, sensor measurement data, location and telematicsdata, and/or the like; a GPS location command, which is utilized toupload present GPS data from the master controller 104; a send datacommand, which is utilized to send data to the master controller 104;and a security/lock command, which is utilized to remotely set securityfeatures including door lock, air brake lock, and/or the like.

Additionally, the master controller 104 may send a variety of commandsto the fleet managing server 30 that may include an STS status command,which is utilized to send STS status (e.g., self-test results, operatingmode, etc.) to the fleet managing server 30; an alert/fault command,which is utilized to send alerts to the server 30 (e.g., based on thedetection of STS faults and/or trailer events that trigger alertsettings); SDM data command, which is used to send the measured dataaggregated from the sensor network 101; a configuration alert, which isutilized to notify the fleet managing server 30 when STS configurationis modified; and STS access alert, which is utilized to notify the fleetmanaging server 30 when a user (e.g., a driver or a maintenanceoperator) attempts to access the STS 100 via WiFi (i.e., through theWiFi transceiver 134) or the keypad 136.

According to some embodiments, the master controller 104 is capable ofsetting and dynamically adjusting the data rate from each sensor (e.g.,the pace at which measurements are made) independent of other sensors(e.g., may do so through the corresponding SIB 110).

FIG. 3 is a schematic diagram of a SIB 110 facilitating communicationbetween the master controller 104 and a sensor 102, according to someexemplary embodiments of the present invention.

Referring to FIG. 3, each sensor interface board (SIB) 110 manages anassigned set of one or more sensors 102. Some nodes may also manage oneor more actuators 108. Each sensor 102 may translate a physicalproperty, such as heat, mechanical motion, force, light, and/or thelike, into a corresponding electrical signal. Each actuator 108 isconfigured to produce an associated mechanical motion when activated(e.g., when an activation voltage is applied to it), and to return toits idle/original position when deactivated (e.g., when the activationvoltage is removed).

According to some embodiments, the SIB 110 includes a SIB controller 150(e.g., a programmable logic unit), a SIB power manager 152, a serialinterface 154, and onboard SIB memory 156. The SIB controller 150 isconfigured to manage the operations of the SIB 110 and to facilitatecommunication between the master controller 104 and any sensors 102and/or actuators 108. The SIB power manager 152 includes an onboardpower conversion which converts the system voltage received from themaster controller 104 into the required operating voltages for the SIBcircuitry as well as the voltages utilized by sensor(s) 102 and anyactuator(s) 108. The SIB power manager 152 includes protectioncircuitry, which prevents damage to the SIB 110 in the event that anovervoltage occurs on the system voltage, and/or in the event that thesystem voltage and ground are reversed at the power input connector ofthe SIB 110. The serial interface 154 facilitates communication with themaster controller 104 via the data bus 112 and supports RS-232 serialdata communication with any sensors capable of a CAN bus transceiver forcommunicating with any RS-232 compatible sensors. The SIB memory 156 maybe a non-volatile memory that stores sensor aggregated data as well asreference values for all voltages monitored by the SIB 110.

In some examples, the SIB 110 is also coupled to a 3-axis accelerometer103-1, a temperature sensor 103-2, and a light sensor 103-3. The sensors103-1 to 103-3 may be integrated with the SIB 110 or may be external tothe SIB 110. The sensors 102 may include, for example, a wheel speedsensor, one or more tire pressure sensors (TPSs), one or more wheel-endand wheel bearing temperature sensors, a smoke detector, a humiditysensor, one or more vibration detectors, an odometer/speedometer, one ormore axle hub sensors, one or more brake wear sensors, a position sensor(e.g., a magnetic position sensor), a digital microphone, and/or thelike. In some examples, the odometer/speedometer may go on every tire,or may be on a dedicated tire from which this information is taken; anda brake stroke sensor and brake/wheel-end temperature sensors may be oneach brake pad/wheel end. Door open detection may be facilitated by aposition sensor (e.g., a magnetic position sensor) and/or the like.

According to some embodiments, the SIB 110 (e.g., the SIB controller150) may be configured to (e.g., programmed to) be compatible with thespecifications of the sensor 102 and to operatively integrate with thesensor 102. As such, the SIB 110 translates and packages the sensed dataof the sensor 102 in a format that is compatible with the communicationprotocol of the shared bus and that is also uniform across all sensors102 (e.g., is compatible with the Modbus serial communication protocol,or any other suitable protocol).

According to some embodiments, the SIB 110 may provide an idle mode thatreduces operating power by suspending operation of all peripherals(e.g., all sensors 102/103 and actuators 108). Additionally, the SIB 110provides a sleep mode which reduces operating power to the minimumachievable level by placing each circuit on the SIB 110 and allperipherals into their lowest power mode. Idle and sleep mode may beactivated and deactivated through a command from the master controller104.

The SIB 110 may prompt the sensors 102/103 to make measurements at apredetermined pace, which is configurable through the master controller104. Measured data is then stored at the SIB memory 156 for transmissionto the master controller 104. In some embodiments, the SIB 110 may enteridle mode in between measurements.

Every time power is applied to the SIB 110, the SIB 110 may perform aself-check or diagnostic routine to determine the status of each of itscomponents (e.g., the SIB controller 150, the SIB memory 156, the serialinterface 154, and the sensors 103-1 to 103-3), and report the status ofeach component to the master controller 104 (e.g., as pass or fail). Themaster controller 104 may also initiate a self-check routine at anygiven time via a diagnostic request command. Upon receiving a failedstatus of any component, the master controller 104 may issue a commandto reset the SIB 110, which may prompt a further self-check routine bythe SIB 110.

According to some embodiments, the master controller 104 together withthe SIB 100 provide a plug-and-play sensory and telemetry systemallowing for sensors and/or actuators to be removed from or added to theSTS 100 as desired, thus providing an easily (re)configurable system.

According to some embodiments, the shared data bus 112 may include aplurality of conductors for carrying power and data. In someembodiments, a sensory node including a SIB 110 and one or more sensors102 may branch off of the communication bus 112 using a T-connector orjunction box 113, which facilitates the connection of the sensory nodeto the shared communication bus 112 via a bus extension 115. The busextension 115 may include the same conductors as the sharedcommunication bus 112, and the T-connector 113 may electrically connecttogether corresponding conductors of the shared communication bus 112and the bus extension 115. By connecting any desired sensor 102 to anexisting system via a separate T-connector 113 and bus extension 115,the STS 100 may be easily expanded as desired, without requiring aredesign of the entire system.

In some embodiments, the SIB 110 may be encapsulated in a housing thatis molded over (e.g., thermally molded over) the SIB 110 and part of thedata bus extension and the wire that electrically couples the SIB 110 tothe sensor 102. Extending the molding over the wire and the busextension may aid in protecting the SIB 110 against environmentalelements (e.g., may aid in making it waterproof). The housing mayinclude polyurethane, epoxy, and/or any other suitable flexible material(e.g., plastic) or non-flexible material. The housing may providethermal protection to the SIB 110 and, for example, allow it to operatein environments having temperatures ranging from about −50 to about +100degrees Celsius.

FIG. 4 is a diagram illustrating the fleet managing server 30 incommunication with the STS 100 and one or more end user devices,according to some embodiments of the present invention.

Referring to FIG. 4, the fleet managing server 30 may be incommunication with the STS 100 and one or more end user devices 50.Communications between the fleet managing server 30, the STS 100, and anend user device 50 may traverse a telephone, cellular, and/or datacommunications network 40. For example, the communications network 40may include a private or public switched telephone network (PSTN), localarea network (LAN), private wide area network (WAN), and/or public widearea network such as, for example, the Internet. The communicationsnetwork 40 may also include a wireless carrier network including a codedivision multiple access (CDMA) network, global system for mobilecommunications (GSM) network, or any wireless network/technologyconventional in the art, including but not limited to 3G, 4G, LTE, andthe like. In some examples, the user device 50 may be communicativelyconnected to the STS 100 through the communications network 40 (e.g.,when the user device 50 has its own 4G/LTE connection). In someexamples, the user device 50 may communicate with the STS 100 and thefleet managing server 30 through the WiFi network created by thewireless transceiver 134 of the STS 100, when within WiFi range.

The fleet managing server 30 aggregates a variety of telematics anddiagnostics information relating to each specific trailer in the fleetand allows for the display of such information on an end user device 50or an operator device 31 through a web portal. The web portal of thefleet managing server 30 may allow the operator to administer the systemby designating authorized personnel who may access and use the STS 100,as well as drivers and maintenance personnel who are authorized to moveand/or maintain the trailers in the fleet.

According to some embodiments, the fleet managing server 30 provides,through its web portal, a comprehensive fleet management system byintegrating system administration tools, telematics information, andtrailer status information. This combination of information isintegrated into an intuitive user interface that allows the operator toeffectively manage the fleet. The web portal may provide a set ofscreens/displays that allow the operator to easily view summaryinformation relating to the fleet of assets being managed. The webportal may also provide a set of screens/displays which allow theoperator to view lower levels of detail related to various elements ofthe fleet. Such information may be presented in a pop-up, overlay, newscreen, etc.

According to some embodiments, the fleet managing server 30 includes asystem administration server 32, a telematics server 34, an analyticsserver 36, and a database 38.

The system administration server 32 may provide system administrationtools that allow operators to manage access to the fleet system and setthe configurations of the fleet system. Access management allows theoperator to create and maintain a database of users who are authorizedto access and exercise assigned functions of the system. For example, anindividual may be designated as the administrator and have access to allaspects of the web portal, and another individual may be designated as adriver or a maintenance technician and be granted a more restricted andlimited access to the features of the web portal. Configurationmanagement allows the operator to set the operating parameters of eachasset in the system, either on an individual asset basis or as globalsettings. According to some embodiments, the system administrationserver 32 allows an authorized system administrator to select the set ofalerts and trailer data that the master controller 104 is allowed totransmit directly to an authorized user, such as the driver ormaintenance personnel, via the WiFi transceiver 135; to select the setof controls and features which an authorized user may access locally viathe mobile application 52; to select the set of controls and featureswhich the master controller 104 may perform autonomously when thecellular modem 126 does not have a connection to the fleet managingserver 30; to set an acceptable geographic boundary for the location ofthe trailer 20 (also referred to as geo-fencing); and/or the like.

The telematics server 34 may provide location-related informationrelative to each asset (e.g., each STS 100) in the fleet. The telematicsinformation includes geographic location, speed, route history, andother similar types of information which allow the fleet manager tounderstand the geographic history of a given asset.

The analytics server 36 may provide trailer status information relatedto data collected from sensors and systems located on the STS 100 of thetrailer itself. This information may provide a dynamic image of thecritical systems on a given trailer, such as tire pressure, brakes,cargo temperature, door/lock status, etc. In some examples, theanalytics server 36 may analyze sensory and telematics data receivedfrom each STS 100 of a fleet and provide a variety of information to thefleet operator, including an organized list of alerts based on severityand category for each STS 100 or the entire fleet; a percentage of thefleet that is in use; a percentage of the fleet that is scheduled for,or is in, maintenance; historical maintenance statistics; a visual mapof the locations of each trailer in the fleet; the configuration andstatus of each trailer; the speed and/or destination of each trailer;and information on each of the drivers, technicians, operators, and thelike. Driver information may include the driver's identification number,most current assignment, a list of all events of excessive speed, a listof all events of excessive G-force due to braking or high-speed turning,a list of all excessive ABS events, and the like. Trailer status andconfiguration may include information such as odometer reading, a listof all components installed on a trailer and the status thereof,pressure of each tire, brake status, ABS fault, light out (faulty light)status, axle sensory information, preventive maintenance summary,present speed and location, self-test/diagnostic parameters, pace ofsensor measurements, available memory capacity, date of last firmwareupdate, history of data communications, battery capacity, all parametersrelated to power management (e.g., voltages, currents, power alerts,etc.), and/or the like.

The data generated by and consumed by each of the servers 32, 34, and 36may be respectively stored in and retrieved from the database 38.

The fleet managing server 30 may also allow control over various aspectsof an STS 100. For example, upon invocation by an operator, the fleetmanaging server 30 may send a command signal to the STS 100 to initiatea self-test by the master controller 104, initiate capture andtransmission of all sensor data, activation or release of door locks,activation or release of the air lock, and/or the like.

The analytics server 36 may also issue a number of alerts, based on theanalyzed data, which may be pushed to the operator device 31. Forexample, such alerts may include a break-in alert, when the proximitydetector mounted on the door indicates a door-open status; unauthorizedtractor alert, when the STS 100 detects airline and/or 7-way connectorconnections and a proper authorization code is not received via WiFi 135and/or the local keypad 136; stolen trailer alert, when the air lock isengaged and the sensors detect trailer motion; brake tamper alert, whenthe air lock is bypassed or the cable to the air lock from the mastercontroller 104 is cut; tire pressure alert, when a tire pressure isoutside of the specified range; brake lining alert, when the brakesensor indicates that a brake lining is outside of the specified range;hub fault alert, when the hub sensor indicates that hub conditions areoutside of the specified range; SIB fault self-test alert, when aself-test is run on a SIB 110 and the results indicate a fault; sensorfault alert, when a self-test is run on a sensor and the resultsindicate a fault; data bus fault self-test alert, when a self-test isrun on the sensor data and the results indicate a data bus fault; mastercontroller fault self-test alert, when a self-test is run on the mastercontroller 104 and the results indicate a fault; WiFi fault alert, whena self-test of the WiFi controller is run and the results indicate afault (if the optional auxiliary WiFi transceiver is installed);excessive speed alert, when the vehicle speed is above the legal speedlimit by a pre-determined percentage; hazardous driving alert, when theG-force of the trailer is above a specified level (e.g., from corneringtoo fast, stopping too fast, accelerating too fast, etc.); and/or thelike. In some examples, the alerts may include information suggestingthe root cause of any detected failures.

According to some embodiments, the mobile application 52 on the end userdevice 50 allows the user to enter an authentication code to log in tothe STS 100 system (e.g., upon verification by, and permission from, thesystem administration server 32).

Configuration of the mobile app 52 on a given device 50 may be basedupon the authenticated user's access level (e.g., a truck driver mayhave access to one set of features, while an installation/maintenanceperson may have access to a different set of features). The mobile app52 may be capable of providing access to historical data stored in theSTS local memory 152, allowing authorized users to run a scan of allelements in the STS 100 and to run diagnostics on the STS 100 (i.e., runa self-check diagnostic routine), displaying an alert (visual andauditory) when an alert is received from the STS 100 (the alert may berouted through the analytics server 36 or be directly received from theSTS 100).

FIG. 5 is a block diagram illustrating the power distribution feature ofthe STS 100, according to some exemplary embodiments of the presentinvention.

According to some embodiments, the STS 100 (e.g., the power manager 144)harnesses electrical power received from a multitude of auxiliarysources to power the STS 100 and all associated electronic devices, tocharge the backup battery 129 at the trailer 20 of a vehicle, and todirect any excess power to the tractor 10 of the vehicle via a dedicatedcable 12.

In some embodiments, the STS 100 includes a power regulator (e.g., apower accumulator) 500 that receives power from a plurality of auxiliarypower sources 140 and regulates the incoming power to comply with therequirements of the battery 129, auxiliary devices (e.g., externaldevices) 510 at the vehicle (e.g., a refrigerator, etc.), and thetrailer 20. The power manager 144 then manages the distribution of theelectrical power accumulated by the power regulator 500. The pluralityof auxiliary power sources 140 may include, for example, regenerativebrakes 140-1; one or more wind turbines 140-2 that may be installed atside pockets of the trailer 20 (e.g., at the external walls of thetrailer 20), which capture wind energy; solar panels 140-3 that may beinstalled on the roof of the trailer 20; thermoelectric pads 140-4installed throughout the braking system of the vehicle (e.g., at thetrailer 20), which convert thermal energy released through brakingaction to electrical power; magnetic motors 140-5; piezoelectricgenerators 140-6; and/or the like. However, embodiments of the presentinvention are not limited thereto, and may include any other suitablepower source.

In some embodiments, the power regulator 500 and the associatedauxiliary power sources 140 may be located at and integrated with thetrailer 20.

According to some embodiments, the power regulator 500 includesbuck/boost regulators that may increase or decrease the input voltagefrom each of the plurality of auxiliary power sources 140 as desired.For example, the power regulator 500 may operate to produce the sameoutput voltage from each of the auxiliary power sources 140. As aresult, the regulated current derived from the power sources 140 mayeasily be accumulated for distribution by the power manager 144.

The power manager 144 determines how to distribute the regulated powerreceived from the power regulator 500. In some embodiments, the powermanager 144 monitors the power usage (e.g., current draw) of each of theauxiliary devices at the trailer 20 (e.g., refrigerator, lightingsystem, lift motor, ABS brake, and/or the like) to determine the totalpower consumption of the auxiliary devices. The power regulator 500 thencompares the regulated input power from the power manager 144 with thetotal power consumption of the auxiliary system. When the incoming poweris greater than the total power consumption, remaining power may bediverted to the battery 129 at the trailer 20. When the battery 129 isfully charged, excess power may be routed to the tractor 10 via adedicated power connection 12 (i.e., a dedicated cable having two ormore conduction lines, such as the 7-way or 15-way connector) couplingthe electrical systems of the tractor 10 and trailer 20. Thus, ineffect, the STS 100 may act as an additional power source for thetractor 10, while prioritizing the power needs of the trailer 20 overthe tractor 10 in distributing electrical power.

The power regulator 500, the auxiliary power sources 140, and the powermanager 144, as well as other components, may form a power distributionsystem of the STS 100.

In some examples, the tractor 10 may be powered by electric batterycells and/or hydrogen cells. In such examples, the power distributionsystem may extend the drive range of the vehicle and/or reduce therecharge frequency of the electrical/hydrogen cells. For example, thepower distribution system may extend the range of a heavy transportvehicle powered by hydrogen cells from about 1200 miles to about 1500miles. Thus, the power distribution system may minimize the carbonfootprint of the vehicle.

FIG. 6 illustrates the theft protection system 600 of the STS 100,according to some exemplary embodiments of the invention. FIG. 7illustrates a screenshot of an application running on a user device 50displaying some of the anti-theft features of the STS 100, according tosome embodiments of the invention.

An important function of the STS 100 is security. According to someembodiments, the STS 100 protects against theft of the trailer 20 bylocking out users (e.g., unauthorized users) from being able to tow thetrailer 20 without proper credentials. Trailer theft is a seriousproblem in the industry, and anyone with a tractor may be able to hookup and tow away equipment. For example, a loss of a commercial trailercarrying customer packages may result in a significant loss for theassociated company. The theft protection system 600 of the presentinvention prevents the trailer from accepting electrical power as wellas a pneumatic supply, which are instrumental in the ability of towingequipment. A user must verify he/she is authorized to tow the equipmentwith Bluetooth® credentials (e.g., delivered via a mobile device),security key, RFID proximity detection, FOB access key, fingerprint/irisdetection, and/or the like to unlock the trailer 20.

According to some embodiments, the theft protection system 600 of theSTS 100 includes the master controller 104 for supplying/shutting offelectrical power to the trailer system by activating/deactivating a mainswitch at the PMU 128 of the trailer 20 (which may reside at the trailernose box). The main switch may electrically lock the trailer 20 by notonly decoupling the electrical systems of the tractor and trailer, butalso decoupling all independent power sources at the trailer 20 (e.g.,solar panels, a generator, etc.) from the electrical system of thetrailer 20.

As shown in FIG. 6, according to some embodiments, the theft protectionsystem 600 further includes a pneumatic valve (e.g., a solenoid valve)602 located at a position along the air hose 604 a/b connecting to thetrailer tires to permit or close off air supply to the trailer 20 (e.g.,to the trailer braking system 606). The pneumatic valve 602 mayactivate/deactivate in response to a control signal received from themaster controller 104 via a control line 603.

In some examples, the brakes 606 of the trailer 20 may be in a defaultlock state, in which the brakes 606 are engaged and prevent the trailer20 from moving when there is an absence of air pressure, and are engagedwhen proper air pressure is applied to the brakes 606 via the air hose604 b. In the related art, when a trailer is parked away from thetractor, the airline does not receive any airflow from the tractor andthe brakes engage automatically. However, an unauthorized tractor may beable to supply the necessary electrical power and air to disengage thebrakes and to drive away with the trailer.

According to some embodiments, when the STS 100 is in lock-down mode,the master controller 104 signals the pneumatic valve 602 to shut offairflow to the brakes 606, so that even if airflow is present at theinput air hose 604 a, no air flow is present at the air hose 604 b,which leads to the brakes 606. As such, the brakes 606 will be engagedand motion will be hampered so long as the STS 100 is in lock-down mode.Upon unlocking the trailer 20 (e.g., by an authorized user or systemoperator), the master controller 104 signals the pneumatic valve 602 topermit airflow through the air hose 604, thus disengaging the brakes606.

In some embodiments, the pneumatic valve 602 is configured to remainopen even when no power is provided to it (i.e., to have a default openstate). As such, even if the trailer 20 experiences a complete loss ofpower, the brakes 606 remain engaged and theft is deterred.

Additional security features of the STS 100 may include door monitoringand remote locking, air pressure monitoring, trailer movementmonitoring, and geo-fencing. The STS 100 may include a motorized doorlock that may be utilized to remotely lock and/or unlock the trailerdoor(s). The door lock system may allow for manually disengaging thelock using a special tool, such that it may not be feasible forunauthorized personnel to defeat the lock.

The theft protection system 600 may include a sensor that can detectwhether the trailer door is open or closed. The door sensor may providea linear measurement of the door position from fully closed to open orpartially open (e.g., to within a few inches). This feature may also beutilized for detecting wear in the hinges and/or a faulty latchingmechanism in the trailer door.

In some embodiments, the ambient light sensor(s) 103-3 of the STS 100can detect the change in the trailer's interior light level when thetrailer door is completely closed versus slightly open. Additionally,the theft protection system 600 of the STS 100 may include audiotransducers (microphones) for detecting sounds within the trailer. Thismay also be utilized to detect when the trailer door is opened, as thesound of the door opening may have a distinct signature that may bedistinguished from other noise sources.

When the STS 100 is in lock-down mode, sensors at the trailer door,motion/heat sensors within the trailer 20, and/or the like may beactivated to continuously or periodically monitor the opened/closedstate of the door, the presence or motion of a body within the trailer,and/or the like. If, for example, it is detected that the doors havebeen forced open, or that a person has somehow entered the interior ofthe trailer, the master controller 104 may send an alert to the user(e.g., to the user's mobile device 50), the fleet monitoring server 30,and/or a security center indicating that the trailer security has beenbreached and prompt them to contact law enforcement about the potentialtheft in progress. Once a breach of the trailer 20 has been detected,the STS 100 then begins to monitor its location and continuously orperiodically broadcasts its location (e.g., GPS coordinates) to the userdevice 50/server 30/security center so that the trailer 20 may betracked down (by, e.g., law enforcement). Additionally, once themotion/heat sensors within the trailer have been triggered, the mastercontroller 104 may activate one or more cameras in the trailer to recordimages and/or video of the individuals who have broken into the trailer20. Such images/videos may also be broadcast to the user device50/server 30/security center, which may aid in identifying theperpetrators.

In some examples, the PMU 128 may ensure that the STS 100 has sufficientpower to perform the above-described operations even when the trailer 20has been electrically separated from the tractor 10 for an extendedperiod of time (e.g., weeks or months).

FIGS. 8-9 illustrate a smart wireless sensor module 800, according tosome embodiments of the invention. FIGS. 10A-10C illustrate severalconnector configurations of the smart wireless sensor module, accordingto some exemplary embodiments of the present invention.

Aspects of some embodiments of the invention are directed to a smartwireless sensor module (hereinafter referred to as a “wireless sensormodule”) electrically coupled to a light (e.g., a trailer light) 801 andcapable of monitoring the condition of the light 801 and wirelesslytransmitting status information indicative of the light condition to themaster controller 104.

As illustrated in FIG. 8, in some embodiments, the wireless sensormodule 800 includes a voltage monitor 802 for monitoring (e.g.,sensing/measuring) the voltage at the input of the light 801, and acurrent monitor 804 for monitoring (e.g., sensing/measuring) the light'scurrent draw. In some examples, the voltage monitor 802 includes anysuitable voltage sensor, such as one using a resistor divider or aresistance bridge, or the like. In some examples, the current monitor804 may include any suitable current sensor, such as a Hall effectsensor, a fluxgate transformer, a resistor-based sensor, or the like.While not shown in some examples, the wireless sensor module 800 mayinclude a temperature sensor for monitoring the light temperature. Oncedata is collected, the wireless sensor module 800 then wirelesslycommunicates, via the wireless block 806, the collected information tothe master controller 104 or an associated SIB 110. The wireless sensormodule 800 may collect said data continuously or periodically (e.g.,every 5 seconds).

In a trailer with many lights 801, each light 801 may have its owndedicated wireless sensor module 800. Using the information provided bythe individual wireless sensor modules 800, the master controller 104can identify a specific light that has failed (e.g., is broken). This isin contrast to other systems of the related art, which can only detectfailures at a circuit level, which may at best narrow the failure to agroup of lights, and not a specific light.

At any given time, the master controller 104 may be aware of the on/offstate (or the intended on/off state) of each light 801 within thetrailer 20. In some examples, the central processor may detect failurewhen a wireless sensor module 800 corresponding to a light 801 that issupposed to be on indicates that the light has voltage at its input(e.g., the voltage of the corresponding power line 808 is above acertain threshold) but there is no current draw (e.g., the currentthrough the corresponding power line 808 is zero, substantially zero, orbelow a minimum threshold). Additionally, if the sensed current is abovea maximum threshold, the master controller 104 may determine that thelight 801 is experiencing a failure and turn off the light 801 (by,e.g., removing power from the power line 808).

While the smart trailer system may continuously monitor the state ofeach light 801, the STS 100 may also perform a diagnostic or self-checkaction, for example, during system initialization (e.g., when thetractor is turned on). In the diagnostic mode, the master controller 104may attempt to turn on every light 801 and collect data voltage andcurrent information from each light 801 via the corresponding wirelesssensor modules 800. Any detected failures may then be reported to theuser device 50, the server 30, and/or the operator device 31.

In some embodiments, the STS 100, which includes the master controller104, may notify the fleet dispatch (e.g., through the server 30) and/orthe driver (e.g., though a console at the trailer or the driver's mobiledevice 50) that a light 801 has failed and point them to the closestdistributor for replacement. Dispatch or the driver may then call thedistributor in advance to confirm that the part is in stock.

The wireless sensor module 800 (e.g., the wireless block 806) may employany suitable wireless protocol, such as Bluetooth® (e.g., Bluetooth LowEnergy (BLE)), to transmit information to the central processor and, insome embodiments, to receive commands from the central processor. Toextend the range of Bluetooth® communication, in some embodiments, meshnetwork technology, such as Bluetooth® 5, Zigbee®, or the like, may beemployed. In such embodiments, each wireless sensor module 800 acts as amesh node that relays information to one or more other mesh nodes withinits range until the information reaches its intended target (e.g., themaster controller 104). As a result, in such embodiments, a wirelesssensor module 800 attached to a light at the back of a trailer mayeasily communicate with a master controller 104 at or near the front ofa trailer 20 or at the tractor 10. During initial setup, the meshnetwork may be established/defined in accordance with each trailer'sunique profile.

In some embodiments, the wireless sensor module 800 is configured to beserially connected to the light 801 (i.e., to be in-line with, or in thecurrent path of, the light). In some examples, the input and outputconnectors of the wireless sensor module 800 may have 2 ports/pins 808and 810 for electrically conducting a power signal and a ground signal,respectively. This allows the electrical power from a harness/electricalcable to pass through to the light 801 itself.

As illustrated in FIG. 9, the wireless sensor module 800 may be in theform of a jumper cable with an input connector 900 configured to matewith (e.g., both physically and electrically) an output connector of aharness and have an output connector 902 configured to mate with theinput connector of the light 801. For example, the input and outputconnectors 900 and 902 may be male and female bullet/push connectors,respectively. FIGS. 10A-10C illustrate several connector configurationexamples for the wireless sensor module 800.

According to some embodiments, the wireless sensor module 800 is poweredoff of the power line 808 and may not rely on battery power; however,embodiments of the present invention are not limited thereto. Forexample, the wireless sensor module 800 may include a local battery(e.g., a replaceable and/or rechargeable battery) that powers itsinternal operation.

The information gathered by the STS 100 may enable a number of functionsthat otherwise may not be feasible. In some examples, if the roadtemperature is high (e.g., about 140 degrees Fahrenheit), the tires ofthe trailer 20 may be inflated or deflated (e.g., while in motion) sothat the right PSI in the tire(s) is met to achieve maximum mileage andfuel efficiency. If the trailer is moving, the interior lights may beautomatically shut off and the liftgate may be retracted so as to notcause injury or other damage. In some examples, a Bluetooth Low Energy(BLE) device or RFID may be able to communicate with customer dock doorsand entrance/exit gates to determine when the trailer is coming or goingor which dock it is at. The “home-office” can then better plan itsloading and unloading with automated services instead of relying onhuman interaction.

According to some embodiments, multiple modules of the STS 100 may bepackaged in a single housing so as to reduce the overall size of thesystem that is inside the trailer 20. This may increase the amount ofroom for cargo as well as reduce the need to run additional wiresthroughout the trailer.

The STS 100 may transmit (e.g., in real time) the data collected fromthe sensors to the server 30, the end user device 50, and/or theoperator device 31 or any receiving device using telematics, even whenthe trailer is in motion.

When the STS 100 is out of cellular range, the system may continue tolog events with timestamps, such that when the trailer 20 is back incellular range, the information may be sent to the server 30 along witha record of when the events occurred.

When the STS 100 is powered off of the backup battery 129 (e.g., whenthe tractor is off and there is insufficient power from the auxiliarypower sources 140), the STS 100 may turn off one or more (e.g., all) ofthe trailer sensors in order to conserve power and reduce or minimizepower draw from the battery at the trailer.

According to some examples, the master controller 10 may be located atthe front of the trailer 20 (which faces the tractor 10) and maycommunicate the sensed data to the operator at the tractor 10 through awired cable or a wireless transceiver 135. The wireless transceiver 135may also allow the master controller 104 to communicate with dispatch(e.g., a central station) through the server 30, allowing dispatch tomonitor the state of each of the transportation vehicles in its fleet.

As will be appreciated by a person of ordinary skill in the art, whilethe above description of the STS 100 has been described with respect toa transportation vehicle, embodiments of the present invention are notlimited thereto and may be implemented in any suitable arena.

Examples of Data Aggregation and Interpretation for Alert, Diagnosticand Informational Purposes Using the Phillips Connect Technologies SmartTrailer System and its Related Components.

Recommended Speed Limit

A recommended speed limit can be derived from sensor data so as tomaximize safety, increase the life of parts or components, and todecrease or eliminate speed-related and/or speed-exacerbated trafficincidents and component failures.

Communicated to driver via mobile app

Derived from the following Sensor Data:

Wheel Speed

Axle Weight (trailer weight)

Accelerometer Input (potentially from various onboard sources)

Road Incline (pitch)

Trailer body orientation (roll)

Trailer body direction (yaw)

Brake Adjustment Level

% remaining

If the remaining wear percent is below a predetermined threshold, thesystem calculates a lower speed limit to ensure that less braking isrequired.

Brake Temperature

If the brakes are above a predetermined threshold or are approachingsaid threshold, the system calculates a lower speed limit to ensure thatless braking is required.

Wheel End Temperature

Brake Adjustment Level (Drum Brakes)

Measures brake stroke via push rod movement

Outputs distance traveled by push rod

Percent remaining until brake adjustment is necessary can be derived

See “Estimated Miles Remaining Until Brake Adjustment Due”

Excessive braking can be derived based on amount of wear over time

Accelerometer data can augment the ability to determine brake use

Estimated Miles Remaining Until Brake Adjustment Due

Once Brake Adjustment Level reaches a predetermined threshold (e.g.,<10%), an estimate of driving miles remaining until the trailer willrequire brake adjustment is calculated based on the average amount ofbrake wear over time from one of the below sources:

Derived from PCT historical brake wear data in city and ruralenvironments

This historical usage average can be stored locally on the trailer'sonboard computer or in cloud-based servers which send this informationto the onboard computer as needed

Data can be presented in a dual format (“City” and “Rural” estimatedmiles remaining)

Calculated by the driver's brake usage and braking habits over apredetermined distance (e.g., 10 miles, 100 miles, etc.) on a given trip

Estimate can be continuously updated over the length of the trip

Brake usage is calculated using the following inputs:

Brake Adjustment Level

Wheel Speed (vehicle speed)

Real time

Average over time

Axle weight (trailer weight)

Odometer

Accelerometer (from the onboard computer or multiple onboard sources)

Acceleration and deceleration rates (speed over time)

Data is averaged and smoothed over time by the onboard computer

g-Force of acceleration and deceleration events

Road Incline (pitch)

Trailer body orientation (roll)

Trailer body direction (yaw)

Integrated Automatic Tire Inflation/Deflation System

Presently, systems exist to adjust trailer tire air pressure eitherthrough inflation or deflation, but not both. Although this narrativedescribes both functions, the assumption should be made that either aninflation-capable system or a deflation-capable system is installed.

By reading multiple sensor inputs to determine environmental and roadconditions, tire air pressure can be automatically adjusted(increased/decreased) to provide maximum efficiency, tire wear life, andoverall safety.

Tire air pressure requirement is determined using the following data:

Axle weight (trailer weight)

Ambient temperature

Wheel end temperature

Wheel speed (vehicle speed)

Premature Trailer Movement Detection

Premature trailer movement is an undesirable, damaging, and preventableoperator-induced condition that results in damage ranging from tire dragto potentially catastrophic events such as wheel end fires. Thiscondition occurs when a tractor connected to a trailer (via fifth wheel,pintle hook, dolly, etc.) is placed into gear and begins to move/drivebefore the trailer's air brake system has reached the minimum requiredair pressure to disengage the emergency air brake.

Although the emergency brake knob may be set to the “disengage” positionwithin the cab, the trailer's wheels remain locked by the emergencybrake.

This condition can lead to damaged tires, which subsequently can damagewheel, axle, suspension, and various other components and systems and,in extreme cases, can cause fires and catastrophic trailer damage.

In order to determine when a premature trailer movement event occurs,the following data will be used:

Air pressure transducer (located in the trailer air brake lock system)

Detects whether air is flowing into the emergency air brake system.Airflow into the system indicates that the emergency brake has beenreleased in the cab.

Measures air brake system PSI

Accelerometer (onboard computer)

g-Force measurement

Directional travel (to determine amount of movement)

Time-based measurement will identify how long the trailer was draggedbefore the brakes disengaged.

Wheel speed

Little to no movement of the wheels in combination with directionalaccelerometer readings is highly indicative of tire drag—a conditiondirectly arising from premature movement.

Accelerometer(s) (located on/near axle/wheel end)

Data used to determine a significant change in vibration, indicative oftire(s) having developed a flat or uneven spot due to tire drag

Wheel End Failure Early Detection/Warning

Wheel end failure is often a catastrophic condition that can result inextensive damage to vehicles and even the loss of life. This featurewill detect various potential symptoms that may lead to wheel endfailure. Some of these symptoms include Brake Drum Overheat, WheelBearing Failure, and Low Bearing Oil Level.

When a condition is sensed that could be a trigger for or sign ofimpending wheel end failure, an alert will be generated and sent to boththe dispatch-level user and trailer operator-level user (driver).

Some of the sensor input used to determine potential wheel end failureinclude:

Accelerometer(s)—Systemwide

Road Incline (pitch)

Trailer body orientation (roll)

Trailer body direction (yaw)

Accelerometers(s)—Local

Excessive vibration

Wheel End

Brake Drum

Axle Bearings

Data used to determine if vibration is indicative of an imminent failurecondition

Bearing Oil Level

Ambient Temperature

Localized Temperature(s)

Wheel End Temperature

Wheel Speed (vehicle speed)

Brake Adjustment Level % remaining

Partner vendor sensors specifically made to measure and calculate wheelend information

Flat/Damaged Tire Detection

In order to determine whether one or more trailer tires are not properlyinflated (due to damage, wear, etc.) or are unable to maintain inflationpressure, this system will use the following combination of inputs:

Accelerometer(s)—Systemwide

Road Incline (pitch)

Trailer body orientation (roll)

Trailer body direction (yaw)

Excessive, continued vibration

Accelerometers(s)—Local

Excessive vibration

Wheel End

Axle

Body

Tire Air Pressure

Integrated Automatic Tire Inflation/Deflation System

To measure determine if tire is unable to maintain proper PSI

Phillips Connect Technologies Trailer Air Brake Locking System (ABLS)Function and System Logic

System Description

The Air Brake Locking System (ABLS) is a device that is placed directlyin line with the incoming airflow into a trailer's emergency air brakesystem.

This device monitors the absence or presence of incoming air pressureusing an air pressure transducer and manually blocks/unblocks the flowof air into the emergency air brake system through the use of anelectrically controlled solenoid valve.

Activation and Deactivation of the ABLS is controlled digitally via anyof the following:

Web Portal

Smart Device App

Keypad (installed locally on trailer)

The trailer's air brakes are physically locked and unlocked by the ABLSwhen certain conditions exist, to be described in detail within thisdocument.

Relevant Definitions

ACTIVATION—As it relates to the ABLS, is the process of engaging theABLS digitally (and subsequently mechanically), through use of either aweb-based portal, a mobile device-based application, or the local keypadon the trailer (if installed).

Activation function may ONLY be accessed and sequence completed by userswho have been given digital permissions to control said feature by ahigher level authority, as determined by the owner or operator of thetrailer which contains the ABLS being activated.

DEACTIVATION—As it relates to the ABLS, deactivation is the process ofdisengaging the ABLS digitally (and then mechanically), through use ofeither a web-based portal, a mobile device-based application, or thelocal keypad on the trailer (if installed).

Deactivation function may be accessed and sequence completed only byusers who have been given digital permissions to control said feature bya higher level authority, as determined by the owner or operator of thetrailer which contains the ABLS being deactivated.

PARKED—the static state of being of a trailer resulting from thesimultaneous and persistent presence of the following conditions:

Parking brake is activated.

The parking brake is engaged automatically when air is removed from theemergency air brake system. Under normal operating conditions, thistypically results from the following actions:

By setting the emergency brake knob in the cab of a tractor

By disconnecting the emergency air brake system gladhand

This condition may be monitored through the use of a pressure transducerplaced in line with airflow into the emergency air brake system todetect the presence or absence of incoming air in the emergency brakesystem.

Trailer is not moving (wheels are static).

This condition may be monitored and derived through the use of wheelspeed sensor data or accelerometer-based data, or a combination of thetwo.

Electrical connection via SAE J560 is not present.

This condition may be monitored via implementation of a device thatsenses and communicates the presence or absence of incoming voltage atthe trailer's SAE J560 (“7-way”) electrical connection socket.

Additional Information

In order to minimize the electrical power profile and consumptionrequirements of the ABLS, the ABLS does not supply electrical current tothe solenoid and does not monitor the air pressure coming into theemergency brake system when the system is deactivated (unlocked state).

In order to minimize the electrical power profile and consumptionrequirements of the ABLS when the system has been activated (lockedstate), the ABLS is designed to act primarily as a monitoring system andsecondarily as a physical locking system (active engagement).

MONITORING STATE: In its monitoring state, the ABLS periodically checksfor changes in the air pressure coming into the trailer's emergency airbrake system and the ABLS solenoid remains physically disengaged.

ACTIVE ENGAGEMENT STATE: In the active engagement state, the ABLSactively monitors the air pressure coming into the trailer's emergencyair brake system and applies continuous current to the solenoid toactively “lock” the trailer in place by preventing the disengagement ofthe trailer's emergency brakes.

A digitally activated ABLS changes state from the monitoring state tothe actively engaged state when any single or combination of thefollowing conditions exists:

ABLS senses incoming air pressure change greater than 10 PSI

Electrical current is present at the SAE J560 electrical connection

Wheel movement is sensed

Accelerometer(s) sense(s) threshold acceleration and/or g-shock

The present invention is not to be limited in scope by the specificembodiments described herein. Indeed, other various embodiments of andmodifications to the present invention, in addition to those describedherein, may be apparent to those of ordinary skill in the art from theforegoing description and accompanying drawings. Thus, such otherembodiments and modifications are intended to fall within the scope ofthe present invention. Further, although the present invention has beendescribed herein in the context of a particular implementation in aparticular environment for a particular purpose, those of ordinary skillin the art may recognize that its usefulness is not limited thereto andthat the present invention may be beneficially implemented in any numberof environments for any number of purposes. Accordingly, the claims setforth below should be construed in view of the full breadth and spiritof the present invention as described herein and equivalents thereof.

The smart trailer and/or any other relevant devices or componentsaccording to embodiments of the present invention described herein maybe implemented utilizing any suitable hardware, firmware (e.g., anapplication-specific integrated circuit), software, or a suitablecombination of software, firmware, and hardware. For example, thevarious components of the smart trailer may be formed on one integratedcircuit (IC) chip or on separate IC chips. Further, the variouscomponents of the smart trailer may be implemented on a flexible printedcircuit film, a tape carrier package (TCP), a printed circuit board(PCB), or formed on a same substrate. Further, the various components ofthe smart trailer may be a process or thread, running on one or moreprocessors, in one or more computing devices, executing computer programinstructions and interacting with other system components for performingthe various functionalities described herein. The computer programinstructions are stored in a memory which may be implemented in acomputing device using a standard memory device, such as, for example, arandom access memory (RAM). The computer program instructions may alsobe stored in other non-transitory computer readable media such as, forexample, a CD-ROM, flash drive, or the like. Also, a person of skill inthe art should recognize that the functionality of various computingdevices may be combined or integrated into a single computing device, orthe functionality of a particular computing device may be distributedacross one or more other computing devices without departing from thescope of the exemplary embodiments of the present invention.

1. A smart trailer system coupled to a trailer of a vehicle, the smarttrailer system comprising: a wireless sensor module electrically coupledto a light of the trailer, and configured to monitoring a condition ofthe light and to generate sensed data; and a controller communicativelycoupled to the wireless sensor module, wherein the wireless sensormodule is further configured to wirelessly transmit status informationindicative of the condition of to the master controller
 104. 2. Thesmart trailer system of claim 1, wherein the wireless sensor module isconfigured to be serially connected to be in a current path of thelight, wherein each of an input connector and an output connector of thewireless sensor module has two ports configured to electrically conducta power signal and a ground signal, and wherein the wireless sensormodule is electrically powered from the power and ground signals.
 3. Thesmart trailer system of claim 1, wherein the wireless sensor modulefurther comprises: a temperature sensor configured to monitor atemperature of the light, wherein the wireless sensor module furthercomprises: a wireless block configured to communicate the sensed data tothe controller, and wherein the wireless sensor module comprises: avoltage monitor configured to monitor a voltage at an input of thelight; and a current monitor configured to monitor a current draw of thelight.
 4. The smart trailer system of claim 3, wherein the controller isconfigured to: identify an expected state of the light as either on oroff; and detect failure of the light based on the identification of theexpected state of the light as being on, the monitored voltage at theinput of the light being above a first threshold, and the monitoredcurrent being below a second threshold.
 5. The smart trailer system ofclaim 3, wherein the controller is configured to: detect failure of thelight in response to the monitored current being above a thirdthreshold; and turn off the light by removing electrical power from apower line coupled to the light.
 6. The smart trailer system of claim 5,wherein, in response to detecting failure of the light, the controlleris configured to communicate the detected failure to one or more of auser device, a remote server, and a security center, wherein, inresponse to detecting failure of the light, the controller is configuredto notify a driver of a vehicle comprising the trailer that the lighthas failed and direct the driver, via a console or a mobile device, to aclosest distributor for replacement of the light.
 7. The smart trailersystem of claim 5, further comprising a plurality of wireless sensormodules comprising the wireless sensor module, wherein the plurality ofwireless sensor modules are configured to operate mesh nodes to extend arange of communication of each of the plurality of wireless sensormodules, wherein each of the plurality of wireless sensor modules isconfigured to relay information to one or more other mesh nodes that arewithin range until information reaches the controller, and wherein theplurality of wireless sensor modules are configured to employ bluetoothprotocol to transmit information to, and receive commands from, thecontroller.